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Click here to subscribeA Norwegian silver part flatware service, stamped marks: includes eight silver handled knives, eight table forks, eight dessert fork, eight tablespoons, eight dessert spoons, sauce ladle, salad servers, three serving spoons, caddy spoon, cake slice and fork, napkin ring, together with assorted other silver and silver plated flatwares, weighable silver 1761gms, 56.62ozs.
A set of six George V silver pastry forks and cake fork, maker Mappin & Webb, Sheffield, 1934: a set of six silver seal top coffee spoons, a set of six silver bean top coffee spoons and six Hanoverian pattern coffee spoons, various makers and dates all cased, total weight of silver 259gms, 8.33ozs.
GORDON HIGHLANDERS DIRK. A 19th century Scottish regimental dirk of the 92nd Gordon Highlanders. Regimental badge of a sphinx over Egypt & regiment number 92. Silver mounted leather covered scabbard. Bog-oak grip & chased silver thistle design hilt set a citrine. Complete with original knife & fork. Total length 45.5cm. Please note that all items in this auction are previously owned & are offered on behalf of a private vendor. If detail on condition is required on any lot(s) PLEASE ASK FOR A CONDITION REPORT BEFORE BIDDING. The absence of a condition report does not imply the lot is perfect. WE CAN SHIP THIS LOT, but NOT if part of a large, multiple lots purchase and only to the UK mainland. WE CANNOT SEND THIS ITEM TO A NON-UK ADDRESS.
HIGHLAND LIGHT INFANTRY DIRK. A Scottish regimental dirk of the 71st Highland Light Infantry Regiment. Extensively etched blade showing battle honours one side, regimental badge, Victoria crown, mark of Henry Wilkinson, London etc. on opposite side. The grip with gilt mount & cairngorm set pommel. Leather covered scabbard with gilt regimental badge, chased thistle design mounts & original knife & fork. Total length 43cm. Please note that all items in this auction are previously owned & are offered on behalf of a private vendor. If detail on condition is required on any lot(s) PLEASE ASK FOR A CONDITION REPORT BEFORE BIDDING. The absence of a condition report does not imply the lot is perfect. WE CAN SHIP THIS LOT, but NOT if part of a large, multiple lots purchase and only to the UK mainland. WE CANNOT SEND THIS ITEM TO A NON-UK ADDRESS.
NAMED 89th HIGHLANDERS DIRK A Scottish officer's dirk of the 89th Regiment of Militia - Royal Aberdeen Highlanders. Scratch signed to reverse of scabbard on the three mounts: 'R. Campbell Captain RAH 1858'; 'Royal Abereen (sic) Highlanders; 1858 Captain R Campbell at point. Grip with silver plated pommel set with (damaged) cairngorm. Leather covered scabbard with plated mounts of St. Andrew & Saltire, Regiment number 'LXXXIX' & knife & fork. Total length 44.5cm. Please note that all items in this auction are previously owned & are offered on behalf of a private vendor. If detail on condition is required on any lot(s) PLEASE ASK FOR A CONDITION REPORT BEFORE BIDDING. The absence of a condition report does not imply the lot is perfect. WE CAN SHIP THIS LOT, but NOT if part of a large, multiple lots purchase and only to the UK mainland. WE CANNOT SEND THIS ITEM TO A NON-UK ADDRESS.
SCOTTISH DIRK. A 19th century Scottish dirk with carved bog oak grip, silver plated thistle design mounts, Cairngorm mounted pommel & matching knife & fork. Length 44cm. Please note that all items in this auction are previously owned & are offered on behalf of a private vendor. If detail on condition is required on any lot(s) PLEASE ASK FOR A CONDITION REPORT BEFORE BIDDING. The absence of a condition report does not imply the lot is perfect. WE CAN SHIP THIS LOT, but NOT if part of a large, multiple lots purchase and only to the UK mainland. WE CANNOT SEND THIS ITEM TO A NON-UK ADDRESS.
SCOTTISH DIRK. A 20th century Scottish dirk with carved bog oak grip, two silver plated St. Andrew & Saltire mounts & a mounted RAF brass & Cairngorm mounted knife & fork. Length 44cm. Please note that all items in this auction are previously owned & are offered on behalf of a private vendor. If detail on condition is required on any lot(s) PLEASE ASK FOR A CONDITION REPORT BEFORE BIDDING. The absence of a condition report does not imply the lot is perfect. WE CAN SHIP THIS LOT, but NOT if part of a large, multiple lots purchase and only to the UK mainland. WE CANNOT SEND THIS ITEM TO A NON-UK ADDRESS.
FIRE IRONS ETC. A pair of Arts & Crafts hammered brass fire tongs, other fire irons, a telescopic toasting fork & a rushlight holder in modern oak stand. Please note that all items in this auction are previously owned & are offered on behalf of a private vendor. If detail on condition is required on any lot(s) PLEASE ASK FOR A CONDITION REPORT BEFORE BIDDING. The absence of a condition report does not imply the lot is perfect.WE CANNOT SHIP THIS LOT due to fragility, size or weight. Our recommended carrier is MBE Plymouth on +44 (0) 1752 257224 or info@mbeplymouth.co.uk
Miscellaneous group of 1920s silver Hanoverian Rattail pattern flatware, comprising 5 table spoons, 4 soup spoons, 3 dessert forks, 1 dessert spoon, 1 dinner fork, and 1 sauce ladle (Sheffield 1921/1922 and 1924) J Rodgers & Sons Ltd, together with a George III silver Old English pattern serving spoon with engraved armorial crest. All at approximately 38 oz. 16 pieces in total.
A pair of modern silver coasters,by Carr's of Sheffield, Sheffield 2004,13cm diameter,together with a pair of American silver servers,by Gorham, 24cm long, a matched pickle fork, three similar pickle forks and a pair of silver and ivory knife rests, by Haseler Brothers, Birmingham 1910, 7.8cm wide, and a silver-plated knife rest,total weighable 9.5oztOverall good order. Plated knife rest worn. Ivory knife rests with losses to the ivory and knocks to the silver. General marks and wear.
Four pairs of Danish silver Christmas spoon and fork sets by A. Michelsen,all marked Sterling Denmark, with gilt decoration, comprising the 1915 Three Holy Kings pattern, 1918 Art Nouveau pattern, 1919 pattern and 1956 enamelled floral pattern sets,total 12.4ozt (8)Minor tarnishing to the bowls. Surface scratches throughout. No losses to the gilding.
A silver twin handled tray,by Barker Brothers Silver Ltd, Birmingham 1932, with gadrooned edge, on four ball feet,38cm widetogether with a silver candlestick,marked silver, modelled as a Doric column, on four bun feet,21cm highand a cased Edwardian silver Christening set,London 1902, consisting a fork and spoon, the terminals with engraved initial W,total 36ozt (4)Provenance: Bracken Knoll, Highgate, London, N6.Scratches and wear throughout. The fork and spoon are heavily tarnished and the maker's mark is rubbed.
An Arts & Crafts style copper chestnut roaster with steel handle, marked WP03, 70.5cm long, with wall mount and a copper toasting fork decorated with pricked heart pattern and initialled M + M, 59cm long CONDITION REPORT: Condition information is not usually provided in the description of the lot but is available upon request; the absence of a condition report does not imply that a lot is without imperfection
TWO SILVER VANITY MIRRORS, BUTTON HOOK, CUTLERY AND THIMBLES, the first mirror of a circular form, engine turned design with engraved initials to the centre, hallmarked 'Henry Matthews' Birmingham 1908, the other with a wavy rim detailed with foliate and bow decorations, hallmarked 'Charles Henry Dumenil' London, a long silver handled button hook the handle decorated with cherubs, hallmarked 'Synyer & Beddoes' Birmingham 1902, a silver bladed butter knife hallmarked 'Martin Hall & Co' Sheffield 1865, fitted with a mother of pearl handle, a silver fork hallmarked 'G E Waltin & Co' Birmingham 1898, a silver brooch of appreciation hallmarked Birmingham, two white metal thimbles and a teaspoon stamped 800
A BOX OF ASSORTED SILVER AND WHITE METAL ITEMS, to include a boxed silver and white guilloche enamel spoon and fork set, signed 'Egon Lauridsen Denmark', three glass jars with silver lids detailing a floral decoration and the letter B, hallmarked 'Thornhill & Co' London 1882, a silver make up compact, three silver teaspoons, a white metal cased buffing tool, a white metal commemorative spoon and a white metal dish with continental marks, approximate gross weight of weighable silver 90.4 grams, 2.91 ozt (condition report, lids have some indenting)
FOUR BOXES OF METALWARES AND SUNDRY ITEMS, to include plated trays, candelabrum and other items, a set of brass cooking utensils with wooden handles, a brass fork, globe, gavel and decorative key, a box of Merchantmen Royal Siam cutlery, a boxed set of six Laguiole steak knives, a small collection of metal and resin stag ornaments, two resin figures of knights on horseback, a painted metal two tier plant stand height 46cm, a Staiger anniversary clock, a decorated ostrich egg clock, a Metamec carriage clock, a British Telecom vintage style rotary telephone, etc (sd) (4 BOXES)
A cased Victorian silver part communion set, a silver cigarette case, two silver napkin rings, a set of five pierced silver bonbon dishes, a pair of Victorian silver grape shears, Georgian silver vinaigrette, pair of silver heart shaped dishes, silver spoon and fork and assorted plated items.
Quantity of silver, including a delicate Taxco sterling silver Mexico rose (af), tea spoon hallmarked London 1819 mm W.B (William Bateman I), porridge pusher hallmarked London 1915 mm HA, sugar sifter hallmarked Birmingham 1911 mm G.E.W LD (G E Walton & Co Ltd), Secundus silver sugar tongs mm I.E&S, Potosi silver fork, Nevada Silver D&A, spoon W&W (marks rubbed), Yeovil EPNS basket, and two silver plated egg holders. Silver weight approx. 342 gms.
Antique Victorian Silver Plate & Ivory Fruit/ Dessert Service Circa 1850's. 24 piece mahogany cased canteen of silver plate and carved ivory dessert/fruit knives and forks. Each knife blade and fork stem is marked H & S L (Hands and Sons 1850-1861) - Knives are 20cm in length (handle 8.5cm) Forks are 17 cm length (handle 8.5cm) Condition: The silver plate has some wear commensurate with age and use. The mahogany case has some wear to the exterior, Please see photos for full description.
A selection of fork yokestogether with a variety of fork parts (some Norton), rear stands and assorted cycle part components, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: â—Šâ—Šâ—Šâ—Š £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
A quantity of wheels and forksfor various makes and models, including Royal Enfield forks believed suitable for Constellation and Crusader, a 1970s believed original springer front fork, together with mainly Triumph exhaust header pipes, mudguards and swing arm. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: â—Šâ—Šâ—Šâ—Š £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
A quantity of mainly Vincent cycle partsincluding hubs; mudguard stays; stands; sidestands; magneto covers; fork parts; footrests; kickstart arms; wheel spindles and sundry parts, condition, suitability and completeness unknown, close inspection advised. (Qty)Lot to be sold without reserve.This lot is subject to the following lot symbols: â—Šâ—Šâ—Šâ—Š £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com
1957 Matchless 348cc G3LSRegistration no. 136 AHYFrame no. A56631Engine no. 57/G3LS 34877Associated Motor Cycles announced its post-war range of AJS and Matchless heavyweight singles in June 1945. Coded Model 16 and G3L respectively, the two 350cc models shared the same 93mm stroke as their 500cc brethren, coupled to a 69mm bore. Housed in a rigid frame with Teledraulic front fork, the overhead-valve engine drove through a four-speed gearbox. Hairpin valve springs were adopted for 1949 and a swinging-arm frame introduced.Owned by the vendor (a Matchless OC and VMCC member) since 1959, this Matchless G3LS was used as ride-to-work transport for many years. Apparently highly original, the machine has not been used for at least 10 years and is presented in 'oily rag condition'. Re-commissioning, including a new kick-start return spring, will be required before it returns to the road. Offered with a V5C document.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1947 Douglas 348cc T35 SportsRegistration no. XVS 818Frame no. T35/S/4935/SSEngine no. T35/S 4935SDouglas commenced post-war production in 1947 with, naturally enough, a flat twin, though unlike the vast majority of previous models the T35 mounted its engine across the frame. The engine/gearbox was of unitary construction, while the frame displayed even greater innovation with its swinging-arm torsion-bar rear suspension and Radiadraulic leading-link front fork. Its advanced running gear endowed the Douglas with excellent handling and steering characteristics, while the willing engine could propel the 'Duggie' at up to 70mph and return 60-plus miles per gallon. Acquired by the vendor (a Douglas OC member) in March 2000, this rare and sought-after post-war Douglas is presented in 'oil rag' condition but will need re-commissioning following a period of inactivity (the engine turns over with compression). The machine is offered with old/current V5C documents. Offered without keyFor further information on this lot please visit Bonhams.com
1955 Moto Guzzi 250cc AironeRegistration no. 473 XVNFrame no. MCD68Engine no. MCD91First introduced in 1939, the 250cc Airone (heron) emerged post-war with a telescopic front fork, larger diameter brakes and an aluminium-alloy cylinder barrel and 'head. With a 70mph top speed and the ability to cruise at 60mph all day, the Airone remained a top-seller well into the 1950s. This Airone was purchased from Bonhams' sale of the Morbidelli Motorcycle Museum Collection in August 2020 (Lot 624). Believed to retain its original frame and engine, the machine was originally hand painted and has been stripped back to reveal its original condition and patina. On file is a lengthy list of works completed since acquisition, which includes re-laced wheels with new rims; new tyres; new clutch; new wiring loom; and refurbished brakes, carburettor and speedometer. This little Guzzi is a very useable motorcycle. Accompanying documentation includes an Italian tax disc; a V5C Registration Certificate; and original Italian paperwork signed by Giancarlo Morbidelli. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Property of the late Alan Windsor Seeley 496cc G50 MkII Replica Racing MotorcycleFrame no. R.M.T. MK.2-102REngine no. A.W. G50 102•Roger Titchmarsh frame•Mick Taberer engine•Campaigned in IHRO events•Paraded by Colin Seeley, Leon Haslam and Dave CroxfordMany-times British sidecar champion Colin Seeley bought Associated Motor Cycles' racing department when the company went into receivership in 1966. Seeley's motorcycle dealership possessed an AMC agency and he was already well familiar with the Plumstead firm's race engines, having commenced his sidecar racing career with a G50-powered outfit. Believing that the engines possessed further potential if equipped with state-of-the-art cycle parts, the previous year he had constructed the first Seeley racing frame to house a Matchless G50 engine, and the AMC purchase enabled him to produce complete Seeley G50 and 7R machines. With their improved frames, the four-stroke singles enjoyed renewed competitiveness, Derek Minter winning first time out at the start of the 1966 season on both the 350cc 7R and 500cc G50-engined Seeleys. The Seeley frame progressed from the duplex cradle MkI to the similar but lighter MkII on which works rider Dave Croxford won the British 500 Championship in 1968. The down-tubes were abandoned with the MkIII, the headstock and swinging arm pivot of which were linked solely by tubes running diagonally above the engine. Supported by sponsor Gus Kuhn, Seeley-mounted Croxford triumphed again in the British 500 Championship in 1969. The Seeley MkIV introduced towards the end of 1970 featured a revised tubing layout and continued in production until 1973, achieving further successes. Production of Seeley frames was later licensed to Roger Titchmarsh and there have been countless unauthorised copies made over the years. This Seeley G50 replica was built for Alan by Roger Titchmarsh in 1998 (bill on file). The Mick Taberer engine incorporates a Newby crankshaft, titanium con-rod, Omega forged piston, coil valve springs, and a Nikasil-plated aluminium cylinder liner. Other notable features of this well developed machine include a Gardner carburettor, Maxton front fork, Maxton rear dampers, a Hemmings five-speed gearbox, and total-loss ignition. Alan raced the Seeley in IHRO events and it has been paraded by his friend, the late Colin Seeley, Leon Haslam and Dave Croxford. Showing that he had lost none of his speed, Croxford returned the Seeley to the paddock with its fairing scuffed on both sides! Re-commissioning to a greater or lesser extent will be required before the Seeley returns to the racetrack. The machine is offered with a selection of colour action photographs and some bills. It should be noted that Alan has owned more than one G50-engined motorcycle over the years and it cannot be determined whether or not all these bills belong with this particular example (some appear to relate to another Seeley G50 built for Geoff Sawyer). Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Property of the late Alan Windsor 1988 Honda VFR750R Type RC30Registration no. E39 KTRFrame no. RC30-2000623Engine no. RC30E-2000690•One owner•5,894 miles from new•Last taxed in 2007One of the modern era's few immediately collectible classics, the Honda VFR750R - better known as the 'RC30' - was created for just one reason: to win the World Superbike Championship, a feat it achieved in the nascent series' first two seasons of 1988 and '89. And while American Fred Merkel was bringing Honda its first two WSB crowns, Britain's Carl Fogarty used an RC30 to win the TT F1 World Championship in 1988 and '89, and the equivalent FIM Cup in 1990. No mere short circuit scratcher, the RC30 and its derivatives proved durable enough to win a hat-full of Endurance Classics too. That this latter requirement was also part of the design brief may be determined from the fact that a quick-release front fork and single-sided swinging arm - essential for speedy wheel changes - were part of an unrivalled specification that included a twin-spar alloy beam frame, 16-valve V4 engine with gear-driven cams, close-ratio six-speed gearbox and four-pot front brake calipers. All of which did not come cheap: at the time of its launch in 1988 an RC30 cost £8,499, getting on for double the cost of other super-sports 750s. Despite the passage of time and progress of motorcycle technology, the RC30 remains a match for the latest generation of sports bikes but possesses exclusivity that none of them can approach. 'No other bike from the late-Eighties is lusted after like the RC30,' reckoned Bike, and few would disagree. Alan Windsor acquired this RC30 from Harry Gill Motors (Gosport) Ltd on 18th March 1988 and registered it in the name of his company, Lasting Impressions of London SW19 (sales invoice and related correspondence on file). Last taxed to the end of 2007 and currently displaying a total of 5,894 miles on the odometer, the machine will require re-commissioning to a greater or lesser extent before returning to the road. Its mechanical condition is not known and it should be noted that the battery is flat and that the front brakes are binding. Accompanying documentation consists of the original service booklet (unstamped), SORN paperwork, some expired MoTs, and old/current V5/V5C registration documents.Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1977 Honda SS50 'Sixteener Special'Registration no. OEO 815RFrame no. SS50Z-1012184Engine no. SS50ZE-1012225Introduced in 1958, Honda's classic C100 Cub 'step-thru' gave millions of people the world over their first taste of two-wheeled mobility. The first sports derivative, the C110 Sports Cub, appeared in October 1960. This was a proper small motorcycle, with spine frame and a more powerful version of the C100 motor. Larger-capacity models soon followed and in 1964 an overhead-camshaft version of the engine was introduced on the CS90 sports, with 50cc and 65cc derivatives arriving in 1965. An even more sporting tiddler – the SS50 – arrived for 1967 equipped with a more powerful version of the OHC engine producing 6.0bhp at 11,000rpm and coupled to a five-speed gearbox. A café racer in miniature, the SS50 boasted a restyled tank, 'racing' dualseat, upswept exhaust system and telescopic front fork. During the mid-1970s it was offered on the UK market in 'Sixteener Special' guise equipped with a four-speed gearbox and pedals, thereby qualifying as a moped, and continued in production to the end of 1977. Restored in 2011, this Honda SS50 was acquired by the vendor in 2017 and since then has formed part of a well-known West Country motorcycle dealership's collection of 'display motorcycles'. This machine will require re-commissioning before further use. Last run in 2014 and currently displaying a total of 16,248 miles on the odometer, this delightful little SS50 is offered with a V5C document and four keys.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1976 Honda PF50 Novio MopedRegistration no. UNP 586RFrame no. 250863Engine no. PF50E-EE54559First introduced in 1975, the PF50 Novio moped (marketed as the Amigo in some countries) was powered by essentially the same overhead-valve engine as its PC50 predecessor but differed from the latter by virtue of its telescopic front fork and fuel tank mounted ahead of the rider. A simple to use, 'twist-'n-go' model with single gear and automatic clutch, the economical Novio was last manufactured in 1978.Currently displaying a total of only 315 miles on the odometer, this Novio is offered for sale from a collection of 'display motorcycles' belonging to a well-known West Country dealership. All oils have been drained and re-commissioning will be required before the machine returns to the road. Offered with an expired MoT (2021) and a V5C.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1973 Yamaha 197cc YCS5ERegistration no. CUH 421LFrame no. CS3-213658Engine no. unable to locateAlthough in a capacity class dominated by mundane ride-to-work bikes, Yamaha's sporty YCS5E was guaranteed to appeal to the commuter determined to have some fun on the way to the office. Like all Yamaha two-stroke twins it was a willing performer, the 22bhp on tap being capable of propelling the nimble lightweight to over 85mph. Like its YCS3 predecessor, the YCS5E employed a combined electric starter/generator while featuring numerous styling and mechanical revisions, including a new frame, Ceriani-type front fork and TLS brake, that brought its looks and specification bang up to date. Precise and predictable handling, a lively motor, strong brakes and reasonable fuel economy (for a two-stroke) were just a few of the characteristics that appealed to its owners. This Yamaha YCS5E was first registered on 9th February 1973. Acquired by the vendor in 2013 and last run in 2014, the machine has formed part of a well-known West Country motorcycle dealership's collection of 'display motorcycles' for the last nine years. This machine will require re-commissioning before further use. Currently displaying a total of 4,614 miles on the odometer, this beautiful Yamaha YCS5E is offered with an MoT certificate (expired June 2013) and a V5C document. There are two keys with this Lot.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1990 Honda RS250R Racing MotorcycleFrame no. RS250RF 9010026 Engine no. RS250RE-9010027•HRC race-kitted RS250R originally intended for the HB team in Germany•Diverted and delivered new to the UK•Very little use in period•Unused since its acquisition in 1995Honda were latecomers in offering a 250cc production racer - the first RS250R not appearing until 1984 - and immediately found themselves at a disadvantage to Yamaha's long established TZ. Honda's problems stemmed from the fact that their new v-twin was based on the NS250 roadster, and thus even in race trim was both under powered and over weight. Its 1985 successor addressed these failings, boasting a new aluminium twin-spar frame and heavily revised engine. Reconfigured, the RS250R provided Joey Dunlop with his first Isle of Man Junior TT victory that year, while Massimo Matteoni won the European Championship's 250cc title. Freddie Spencer rode the works version to the 250cc World Championship in '85 and added the 500cc title for good measure, the first time this double had been done in the same year. The RS250R was mildly revised for 1986 before undergoing a wholesale redesign for '87, re-emerging as a replica of Spencer's works bike complete with 54x54.5mm crankcase-reed engine and cassette-type gearbox. For the '88 model, Honda ditched the ATAC exhausts, adopting conventional variable-height power valves and cylinders with appropriately revised porting. Front fork diameter increased and the TRAC anti-dive was dropped, while the existing combination of 17' front/18' rear wheels continued. A maximum power output of 71bhp and dry weight of 226lbs was claimed, and the RS continued unchanged for 1989. This 1990 RS250R was originally intended for the HB-sponsored race team. The team raced a pair of factory NSR250s for Helmut Bradl and a pair of race-kitted RS250Rs for Stefan Prein. However, this particular machine was shipped straight to the UK for a firm in the North West of England that had supplied industrial and scientific furnaces to Honda Racing Corporation in Japan. The RS was used for display and ridden once in a shakedown at a New Brighton meeting. The Honda then passed to Cheshire-based builder P W Danby, during whose ownership the Honda was raced at Darley Moor in 1994, still in HB livery (see photographs on file). The late owner purchased the machine from P W Danby in June 1995 (receipt on file). In 1997 the RS was displayed at the Stafford Classic Bike Show, entered by De La Salle College, Malvern. As presented today, the Honda appears complete but its mechanical condition is not known. Standing unused for some considerable time, the machine will require re-commissioning or possibly more extensive restoration before further use. Sold strictly as viewed, it comes with a history file; owner's manual/part list (x2); and a substantial quantity of technical literature. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1937 Norton 490cc Model 30 International Racing MotorcycleRegistration no. not registeredFrame no. 30 71953Engine no. 78494•Fully rebuilt in 2017•Engine rebuilt by Bernie Allen•Last run at Donington Park in August 2019.One of the most charismatic model names in motorcycling history, 'International' was first used by Norton for its top-of-the-range sports roadster in 1932. Following its successful Senior TT-winning debut in 1927, the overhead-camshaft Norton had enjoyed mixed fortunes in the Isle of Man, and when the engine's designer, Walter Moore, left to join NSU, Arthur Carroll was charged with carrying out an extensive redesign. First seen in the works racers in 1930, the new motor borrowed features from the successful KTT Velocette, contriving to look very different from its predecessor while remaining unmistakably Norton in execution. The Carroll engine retained the classic 79x100mm bore/stroke dimensions and shaft-and-bevels cam drive of the Moore unit but shifted the magneto drive to the right-hand end of the crankshaft where it was enclosed in a distinctive timing case. The new overhead-cam racer was not an immediate success - 1930 was Rudge's year in the Isle of Man - but came good in 1931 when works rider Tim Hunt kick-started a four-year period of Norton TT domination by winning both the Junior and Senior events. Towards the end of 1930, the Carroll-type engine was introduced on the CS and CJ road models, and in 1932 these were joined by a new top-of-the-range sports roadster - the International or 'Inter' - that bore a closer resemblance to the works racers and was equally at home on the track. Based on the works bikes and intended primarily for racing, the International could nevertheless be ordered with refinements such as lights and a kickstarter-equipped gearbox. By the time production halted in 1939 it was being built with a four-speed foot-change 'box and plunger rear suspension (the 'Garden Gate' frame), reappearing after the war in similar guise save for the adoption of the hydraulically-damped Roadholder front fork, replacing the pre-war girder. The Inter remained fundamentally unchanged until 1953 when it gained the race-developed Featherbed frame, an all-alloy engine, and the 'laid down' gearbox. The vendor advises us that this International was assembled from a collection of parts. Notable features include a post-war Manx-type double-overhead-camshaft cylinder head; telescopic steering damper; Smiths tachometer; modern racing tyres; twin-leading-shoe front brake; and modified footrests/controls. The machine was fully rebuilt in 2017, the engine (which runs on methanol) being overhauled by Bernie Allen with a new big-end bearing and high-compression piston, while the gearbox was rebuilt by Bernie at the same time. The Norton was last run at Donington Park in August 2019.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
The ex-Les Graham, Swiss Grand Prix-winning 1948 Velocette 348cc KTT MkVIII Racing MotorcycleFrame no. SF 121Engine no. KTT 973•Originally owned and prepared by Reg Dearden•Raced by Les Graham throughout the 1951 season and into 1952•Known ownership history•Present ownership since 2005•Last run in 2012•Kept on museum display for the last 10 yearsWith its deep petrol tank, massively finned overhead-cam engine and purposeful appearance, the MkVIII KTT is unquestionably one of the most beautiful racing motorcycles ever made. The talking point of Velocette's new racer on its introduction in 1939 was swinging-arm rear suspension, an innovation first seen on the works bikes in 1936. By now tried and tested, the Velocette rear suspension comprised a pivoting fork made from tapered tubing and complemented by a pair of Dowty Oleomatic air-sprung struts. The rest of the cycle parts remained much as those of the rigid-framed MkVII. The engine, while basically the same as its predecessor's, incorporated a number of improvements intended to enhance power and reliability, and despite the springer's increase in weight over the rigid model, its superior performance and excellent handling made the MkVIII KTT a formidable competitor. Despite its pre-war origins, the MkVIII KTT proved good enough to provide Freddie Frith and Velocette with the 350cc World Championship in 1949, a year in which he won every Championship round, though in most cases courtesy of a special works twin-cam engine. Just 49 MkVIIIs were constructed prior to WW2 and a further 189 up to the end of production in 1950. Today the MkVIII KTT is one of the most sought after of all British racing motorcycles. Previously believed lost, the 1948 example offered here is Les Graham's Swiss Grand Prix-winning machine. Factory records show that this machine - engine number '973', frame number 'SF 121' - was sold new on 21st May 1948 to Fearnly's, a dealership in Manchester. Despite passing through a number of hands, it has remained in the North West of England for almost its entire life. Born in Wallasey, Cheshire in 1911, Les Graham began his racing career in the late 1920s but it was not until the late 1930s that a succession of good results on a home-prepared OK-Supreme got him noticed, leading to a job with the company. During WW2 Les Graham flew Lancaster bombers and was awarded the DFC. De-mobbed in 1946, he was approached by fellow racer and ex-RAF man, Wing Commander J M 'Jock' West, who offered him a job at Associated Motor Cycles that included riding the new AJS 'Porcupine' and 7R. After a difficult 1948 season bedevilled by unreliability and handling problems, Les won the first ever 500cc World Championship in 1949 aboard the improved Porcupine. He continued with AJS for 1950, finishing third in both the 350cc and 500cc World Championships, and at the season's end was offered a contract by MV Agusta. The Italian team was not contesting the 350cc class at that time, so for '51 Les used what was still, despite its age, one of the most competitive Junior-class mounts: the Velocette KTT. Riding the Velo, Les achieved good results at Mettet and Floreffe and finished 2nd at the Spanish Grand Prix, before triumphing over treacherously wet conditions to win the Swiss Grand Prix at Berne's Bremgarten Forest circuit. Les went on to win many more 350cc races in the 1951 season and the prize money the little Velo netted him was in excess of £5,000 (approximately £165,000 today). A further two Grand Prix wins in 1952 saw Les finish 2nd in the 500cc World Championship that year while he continued to race the KTT in the Junior class. In 1953, Les finally broke his Isle of Man TT 'duck', winning the Lightweight 125cc race for MV. Sadly, he was killed during the Senior event later in the week (see Classic Motorcycling Legends No. 6 'The Les Graham Story'). Les Graham's Swiss GP-winning KTT was owned by Manchester-based tuner/entrant Reg Dearden during the whole time that it was ridden by Les, and indeed was built by Reg specifically for Les to use in the 1951 season as his contract with MV was only for a 500cc ride. The bike proved to be extremely quick following modifications designed and made by Reg, to such an extent that Bertie Goodman (of Velocette) asked if he could take the engine for bench testing. This they did but not before Reg had replaced the special cylinder head with a standard one! Bertie could not understand why it was so quick, as it only produced a couple more brake horsepower than their factory models. Needless to say the secret was in the valve train!As far as Reg Dearden's son Nigel is aware, the only other person to ride the KTT after Les Graham's death was another of Reg's many riders, George Costain. Interviewed in Classic Motorcycling Legends (Issue 2), George Costain recalled riding it in the Southern 100. The KTT remained in Reg Dearden's hands until he sold it to Lancashire-based collector of classic racing motorcycles, Eric Biddle, circa 1968 (four years before Reg's death) on the understanding that Eric was to restore the machine and if it was ever offered for sale Reg would repurchase it. Sadly, this did not happen as Reg died in January 1972. As pictured in the catalogue, the bike is somewhat different from how it was when purchased by Eric Biddle. Notably, the front mudguard had two light alloy valances riveted onto each side to stop spray, and the seat was a one-piece affair, made by Les himself, with a rough hide top to stop him sliding about on it in the rain. On 9th March 1985, Eric Biddle sold the ex-Les Graham KTT to the late John Logan Thompson. John Logan Thompson's personal logbook records work carried out after acquisition, including re-bushing and repainting the forks, and fitting new head races, front/rear mudguards and exhaust system. As far as is known, the machine was not used while in John Logan Thompson's ownership. The current vendor - ex-patriot American, well-known classic racer and former podium finisher in the 125cc World Championship, Robert Lusk - purchased the ex-Les Graham KTT when the J L Thompson Collection was sold at Bonhams' Stafford Sale in October 2005 (Lot 381). The KTT was immediately despatched to Velocette guru Ivan Rhodes for re-commissioning to race-worthy condition, and then actively campaigned by Robert and his friend, Peter Crew. A formidable competitor, Crew rode the 350cc KTT to respectable finishes against 500cc opposition in the 2006 and 2007 Goodwood Revival Meetings, only for the gearbox to fail in 2008 when the Velo was being shared by Robert and his son Chester, himself also a former 125 GP racer. Peter Crew found a suitable replacement gearbox and the rebuilt KTT was ridden by the late Colin Seeley at the Festival of 1000 Bikes at Mallory Park in August 2010, featuring on the front page of Old Bike Mart. Robert continued to race the Velo at CRMC meetings for the next few years before deciding to retire the machine from active competition while it was still in good condition. Displayed at the British Grand Prix at Silverstone in 2010, the KTT last ran in 2012 at the CRMC's Donington Park meeting and since then has been kept on static display in the vendor's private museum; re-commissioning will be required before further use. Accompanying documentation includes various photographs (some copies showing the KTT racing in period); the two aforementioned copies of CML; and Peter Crew's maintenance, race settings and results logbook for 2006/2007 (Mallory Park, Oulton Park, Brands Hatch, Goodwood FoS, Lydden Hill, Donington Park, Goodwood Revival). By time of sale the KTT will have featured in Classic Racer magazine's March/April 2022 edition in an article by Alan Cathcart.Velocette MkVIII KTTs with important race history rarely come to market, so this Gra... For further information on this lot please visit Bonhams.com
The ex-Cecil Sandford 1946 Velocette 248cc MOV Racing MotorcycleRegistration no. FNX 255Frame no. 3142Engine no. 6162•Unique British 250-class racer•Built by Arthur Taylor•Isle of Man TT competitor (1949)•Restored in 1999•Present ownership since 2010The machine offered here is one of the most successful of the many 'home brewed' British 250 specials that featured on the domestic racing scene in the 1940s and 1950s. A 1946 Velocette MOV, 'FNX 255' was owned and prepared by Shipston-on Stour Velocette agent, Arthur Taylor, competing at first in trials and scrambles events before being converted for road racing. Its rider was a young Cecil Sandford, Taylor's protégé and later his son-in-law, who would go on to become the 125cc World Champion for MV Agusta in 1952 and take the 1957 250 World title while riding for Mondial. He retired from racing when Mondial pulled out at the end of the '57 season and later took over the management of his father-in-law's motor business, A R Taylor Garages Ltd. After its conversion for road racing, the Taylor MOV was ridden in the Isle of Man Lightweight TT in 1949 by L R Higgins, who recounted the story in an article published in The Motor Cycle on 8th September 1949 (copy available). The little Velo had been prepared in Taylor's workshop by his chief mechanic, Ted Clark, under the supervision of Bob Burgess, formerly with Veloce Ltd. Remarkably, the cycle parts were left virtually standard apart from swapping the original girder fork for Dowty telescopics, most of the development work being concentrated on extracting more power from the pushrod engine. To this end the latter was equipped with a Wellworthy Alfin alloy cylinder barrel, an aluminium bronze head incorporating modified ports and valves, a Martlet high-compression piston and a larger-than-standard carburettor. After bench testing and fine tuning, the motor's maximum power had been raised to 20bhp on a 50/50 petrol/benzole mixture with 18-19 horsepower anticipated on 'Pool' petrol. 'This figure compared poorly with the power output of the Guzzis,' Higgins conceded, 'but was probably better than a great many of our British contemporaries.' Over on the Island the gear ratios were made closer, bottom gear being raised, and the little Velo set off on its first practice laps. On three successive mornings the MOV stopped with valve gear problems, leading to a rethink which saw the engine slightly de-tuned for the race in the interests of reliability. By the end of the week the Taylor Velocette had completed two non-stop trouble-free practice laps, although its top speed had been reduced from 92 to 85mph. In the race itself Higgins was enjoying a dice with the slightly faster New Imperial ridden by Reg Petty, only to slide off at Keppel Gate on the first lap. The Velo's Dowty forks were twisted in the crash making it impossible to continue. In his book, British 250cc Racing Motorcycles, Chris Pereira recounts that later developments included a post-war MAC alloy head modified to take hairpin valve springs, a megaphone exhaust system and an Amal TT carburettor. Despite its humble origins, the Taylor MOV was successfully transformed into a highly capable performer, especially on the shorter, tighter tracks. With Cecil Sandford riding it continued to win well into the 1950s, laying the foundations for his later success at international level. On occasions the MOV would get the better of pukka racing machines. Pereira quotes Sandford on a particular instance: 'I was due to ride one of the new Velocette works double overhead cam 250s at the Thruxton International meeting in August 1951. Arthur and I had taken the MOV with us just in case. It was a pretty awful wet day, which made me realise that the works bike, with its narrow power band, would prove tricky to ride in the prevailing conditions. I therefore made the decision to ride the MOV instead. This did not please team manager Bertie Goodman. My decision proved to be correct, and I won the race fairly easily on the MOV, with my team mates Bob Foster and Bill Lomas second and third on the works bikes.'The current vendor purchased the ex-Sandford MOV at Bonhams' Stafford sale in April 2010 (Lot 373). Restored in 1999 and presented in generally good condition, 'FNX 255' is offered with a comprehensive history file containing correspondence, photographs, press cuttings, and its original logbook listing A R Taylor Garages as the sole owner (inspection recommended). A rare opportunity to acquire a unique British racing '250' associated with one of this country's greatest World Champions. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1922 OEC-Blackburne 8hpRegistration no. BK 7448Frame no. 2274Engine no. TB398ABest remembered for its curious 'duplex' form of steering gear and Claude Temple's record-breaking exploits on the mighty OEC-Temple-Anzani, the Osborn Engineering Company commenced motorcycle manufacture in 1914. The Gosport-based firm began by making motorcycles under contract to engine manufacturer Blackburne before marketing machines under its own name from 1920. OEC also made its own engines under the 'Atlanta' name but mainly relied on proprietary power units, mostly from Blackburne, during the 1920s. As well as the patented duplex steering, introduced in 1927, the firm offered rear springing from 1929. An option at first, this looked like a 'plunger' arrangement but in fact used a pivoted fork. By the late 1930s the rear springing was standard and the duplex steering optional. Blackburne, JAP and Matchless engines were used in the early/mid-1930s, then AJS engines from early 1937 onwards. There were also some Villiers-engined lightweights. This rare OEC-Blackburne v-twin comes with its original buff logbook issued on 19th April 1922 when the machine was licensed as a 'Bicycle & Sidecar'. Licensing is recorded up to 1925. Retaining its original frame and engine, the machine had been loosely assembled in the then owner's loft when the immediately preceding owner purchased it around 2009. The OEC had already been restored to its present condition when the current vendor purchased it on the 20th June 2021. Offered with a substantial history file and a V5C. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1950 Sunbeam 489cc S7 De LuxeRegistration no. LGX 104 (see text)Frame no. S7 3493Engine no. S8 3204A wartime design by Erling Poppe, the Sunbeam inline twin was introduced by BSA, owners of Sunbeam Cycles Limited, in 1947. A luxury tourer, it was of advanced specification with overhead-camshaft engine, shaft drive and plunger rear suspension. The clutch housing and four-speed gearbox bolted directly to the back of the engine, which was rubber-mounted in the duplex loop frame, an innovation that required a flexible joint in the exhaust system ahead of the silencer. The first S7 version was equipped with balloon tyres, a feature not carried over to the deliberately more conventional, and also lighter and cheaper S8, introduced in 1949. The front fork and 7' brake were now standard BSA components, and there were numerous other changes in the interests of rationalisation. Never as popular as BSA's more performance orientated models, the gentlemanly S7 and S8 remained in production until 1957. This S7 Deluxe has been owned by vendor's family for between 30 and 50 years. Kept on display in a private museum, it has not run for at least 20 years and will require re-commissioning or possibly more extensive restoration before further use (the engine turns over). Engine and gearbox numbers match. There is no documentation or ignition key with this Lot. It should be noted that the registration 'LGX 104' is not listed in the HPI database; accordingly, prospective purchasers should satisfy themselves with regard to this motorcycle's registration status prior to bidding. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1936 Montgomery-JAP 245cc TerrierRegistration no. BSL 482Frame no. 9244Engine no. POZ/V 51440/SKMLike many of its contemporaries, including rivals Brough and McEvoy, Montgomery relied heavily on proprietary components, although the frame and forks were manufactured in-house. Indeed, Montgomery supplied frames and its own sprung fork to George Brough in the latter's early days. The company diversified after WWI, extending its line-up to encompass a 147cc two-stroke at the more affordable end of the range while offering a 996cc v-twin at the other. A make that did not re-emerge after WW2, Montgomery is best remembered today for its 8-valve Anzani-engined v-twin: one of the Vintage era's first 'superbikes' and a worthy rival to the Brough Superior SS100. Representing one of Montgomery's more affordable models, this JAP-engined Terrier was purchased privately in a completely dismantled state and restored by the vendor over a period of many years, the rebuild being completed in 2000. Last run in March 2022, the machine has been exhibited at numerous shows in the Coventry area, winning several awards. A rare survivor from one of the most charismatic of British makes, this beautifully restored Montgomery Terrier is offered with its purchase receipt; (copy) old-style V5; and V5C registration document. It should be noted that the engine number is incorrectly recorded in the V5s. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1967 Norton 745cc AtlasRegistration no. KAW 920EFrame no. to be advisedEngine no. 20/121907 (over-stamped)First seen in prototype form in 1962, the 745cc Atlas represented the biggest stretch yet applied to Norton's parallel twin. Built for export only initially (home market deliveries commenced late in 1964), the Atlas was fundamentally a larger-engined version of the existing 650SS, using the same Featherbed frame/Roadholder fork cycle parts. The arrival of the similar-capacity but Isolastic-framed Commando in 1967 spelled the end for the Atlas, which disappeared from the range towards the end of 1968. Almost the last of Norton's traditional featherbed-framed twins (the 650 lasted into 1970) this muscular road-burner is today highly sought after by collectors. Declared manufactured in 1967, this particular Atlas was imported from Canada and first registered in the UK on 1st July 2002. The Norton was dismantled and in boxes when the late owner bought it from Fairspares. The machine has been partially restored to a good standard by the deceased owner, the engine and gearbox being refurbished by Pete Lovell (note the Commando-type TLS front brake). It does require finishing and there are no receipts available for work already done (the engine turns over with compression). Sold strictly as viewed, the machine is offered with an old Ontario document; old/current V5/V5C documents; and a Norton Owners Club dating letter.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Ex-Reg Barton, Dick Knight 1929 Brough Superior 996cc SS100 'Alpine Grand Sport' Sprint SpecialRegistration no. EY 3601Frame no. S1000 (see text)Engine no. JTOR/D 13560•Ex-Eric Fernihough Brooklands engine•Sprinted, raced and hill-climbed by Messrs Barton and Knight•Purchased by its late owner in 1979•Offered for sympathetic restorationIntroduced in 1922, the JAP-powered SS80 achieved instant fame when a racing version ridden by George became the first sidevalve-engined machine to lap Brooklands at over 100mph. With the new SS80's performance threatening to put the overhead-valve MkI in the shade, it was decided to completely redesign the latter. The result was the legendary SS100. First shown to the public in 1924, the SS100 employed an entirely new overhead-valve 980cc JAP v-twin engine. A frame of duplex cradle type was devised for the newcomer, which soon after its launch became available with the distinctive, Harley-Davidson-influenced, Castle front fork patented by George Brough and Harold 'Oily' Karslake. And just in case prospective customers had any doubts about the SS100's performance, each machine came with a written guarantee that it had been timed at over 100mph for a quarter of a mile - a staggering achievement at a time when very few road vehicles of any sort were capable of reaching three-figure speeds. With this level of performance available in road trim, it was only to be expected that the SS100 would make an impact on the race track, particularly the ultra-fast Brooklands oval, and the exploits of Brough Superior riders - among them Le Vack, Temple, Baragwanath, Fernihough and Pope - did much to burnish the marque's image. When Brooklands closed forever at the outbreak of WW2, Noel Pope's Brough Superior held both the sidecar and solo lap records, the latter at an average speed of 124.51mph. Success in an altogether different branch of motorcycle sport resulted in one of Brough's most iconic models: the SS100 'Alpine Grand Sports' or 'AGS'. Introduced in September 1925 for the 1926 season, this new machine took its name from the Austrian Alpine Trial, the 1925 event having been contested by a number of SS100s, one ridden by George Brough himself, resulting in the award of six cups, including one for 'Best Performance'. The introduction of the Alpine Grand Sports coincided with that of a new frame for the SS100, and the AGS came as standard with a lower compression ratio (making it more suitable for touring), a small fly-screen and a pair of tool boxes. Brough entered the 1930s with an entirely JAP-powered range and then in 1936 the SS100 was redesigned with an engine built by Associated Motor Cycles, in which form it continued until production ceased in 1939. Lighter and faster than the subsequent Matchless-engined version, the JAP-powered SS100 has long been regarded as the ultimate incarnation of this famous model. This particular SS100 - frame number 'S1000' - was despatched on 1st May 1929 complete with the spring frame, Castle forks and a two-seater sidecar, as recorded on the accompanying copy of its Works Record Card. The machine was supplied to R Evans & Sons and registered on Anglesey as 'EY 3601'. Frame number 'S1000' is a very clear factory stamping but the final two 00s appear to be over-stamped, possibly reflecting the fact that the frame had been returned to the factory and then reissued. Although the frame number is recorded in the HPI database as 'S1060', this is clearly a clerical error resulting from a misreading of the old RF.60 continuation logbook. Issued in July 1956, the logbook records regular licensing in Kent up to March 1959. The first name in the RF.60 is that of Reginald Barton of Farnborough, Kent, who registered the Brough on 22nd July 1952. Well-known motorcycling journalist John Griffith wrote an article about Reg Barton and his Broughs for Motor Cycling's 30th January 1958 edition (copy on file). There is also an old V5 on file. (The registration 'EY 3601' is recorded in the DVLA and HPI databases; nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding.)The next owner listed in the RF.60 is Richard ('Dick') Knight, the well-known Brough Superior exponent and former Club President, who acquired 'EY 3601' in September 1975 and is believed to have rebuilt the machine in its present form. Engine 'JTOR/D 43560' is not ex-Brough but would have been manufactured in 1934 (finished Broughs with near numbers were ex-works in January I935). The engine is stamped 'Supplied by Fernihough Brooklands'. An old report in the Brough Club files states that the remains of the original engine ('33390') may have been with Dick Knight in the 1960s. The SS100 still has its original gearbox ('SB 192'), its original tank ('2027', detached) and its original Brough front numberplate. Modified by Dick Knight, 'EY 3601' was raced and sprinted extensively but with a 1930 SS100 engine (since reunited with its original frame) installed, and once achieved a speed of 122mph in a British National Sprint. An article about Dick Knight and his Brough Superiors was published in Superbike magazine's April 1979 edition (copy on file). The Brough later passed to Dick's son William and then, via dealer John Coleman, to the late Richard Gulvin in May 1979 (sales receipt on file). 'EY 3601' was in running order when acquired and Richard rode it in various Brough Superior Club events. In a letter on file, Richard Gulvin states that the engine came fitted with a set of Dick Knight's racing 'Brooklands' cams, reiterating: 'The engine is definitely a Fernihough Brooklands racing engine as prepared by Mr Dick Knight.' It is to be hoped that the fortunate next owner resists the temptation to restore 'EY 3601' to factory specification, as this wonderful old warhorse, which has been used competitively for most of its life, deserves to have its battle scars respected and preserved. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1926 Brough Superior 981cc SS80 De Luxe ProjectRegistration no. TO 2980Frame no. 417Engine no. KT/C 95312/S•Non-original engine and gearbox•Present ownership since circa 1981•Offered for restorationWhile equalling a Rolls-Royce for quality of construction and finish, in spirit the Brough Superior was more akin to the sporting Bentley. Not an unwieldy beast intended primarily for sidecar duties like the majority of its v-twin-engined contemporaries, the Brough Superior was, in its maker's own words, 'a type of machine designed from the experienced solo rider's point of view'. To prove the point, Brough lost no time in demonstrating his machine's capabilities in the most attention-grabbing way possible: by racing at Brooklands. Introduced in 1922, the JAP-powered SS80 (so-called because of its guaranteed 80mph top speed in road trim) achieved instant fame when a stripped-for-racing version (nicknamed 'Spit and Polish') ridden by George became the first sidevalve-engined (flat head) machine to lap the Surrey track at over 100mph. Even more surprising was the fact that this landmark figure had been achieved on its maker's Brooklands debut. Brough entered the 1930s with an entirely JAP-powered range, and then, after a brief absence, the SS80 re-appeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. Similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. The SS80 continued to use the AMC engine until production ceased in 1939. Its accompanying copy Works Record Card shows that frame number '417' formed part of an SS80 De Luxe despatched to G C & J L Howarth of Sale, Cheshire on 26th March 1926. When the accompanying old-style logbook was issued in 1965, it was noted that the Brough had last been taxed in 1933. The Brough Superior Club first heard of 'TO 2980' in 1973 when it was purchased by club founder-member the Rev Michael Staines. By 1975 the SS80 had passed to one J B Davidson of Finchley, London N3, who kept its (non-original) engine when he sold the Brough's cycle parts to D W Belvoir of San Jose, California in 1976. Dating from early 1928, the (non-Brough) engine with the machine today was acquired by the late owner circa 1981 soon after he bought the engine-less project from Jan Barton of San Jose, California and brought it back to the UK. The gearbox likewise is non-Brough but is of the correct type and dates from mid-1925. Offered for restoration and sold strictly as viewed, this exciting Brough project comes with an old-style V5 registration document and the aforementioned logbook and Works Record Card copy. The registration 'TO 2980' is recorded in the DVLA and HPI databases; nevertheless, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
The Frank Harvey Brough 1924 Brough Superior 986cc SS80Registration no. RK 2439Frame no. 178Engine no. KTCY/C/98823/3 (see text)•Featured many times in The Motor Cycle pre-war•Known ownership history•Fully restored in the late 1990s/early 2000s•Present ownership since 2012•Banbury Run award winnerLegendary superbike of motorcycling's between-the-wars 'Golden Age,' Brough Superior - 'The Rolls-Royce of Motorcycles' - was synonymous with high performance, engineering excellence and quality of finish. That such a formidable reputation was forged by a motorcycle constructed almost entirely from bought-in components says much for the publicity skills of George Brough. But if ever a machine was more than the sum of its parts, it was the Brough Superior. W E Brough's machines had been innovative and well engineered, and his son's continued the family tradition but with an added ingredient - style. The very first Brough Superior MkI of 1919 featured a saddle tank - an innovation not adopted by the rest of the British industry until 1928 - and the latter's broad-nosed, wedge-profiled outline would be a hallmark of the Nottingham-built machines from then on. Always the perfectionist, Brough bought only the best available components for his bikes, reasoning that if the product was right, a lofty price tag would be no handicap. And in the 'Roaring Twenties' there were sufficient wealthy connoisseurs around to prove him right. Introduced in 1922, the JAP-powered SS80 achieved instant fame when a racing version ridden by George became the first sidevalve-engined machine to lap Brooklands at over 100mph. With the new SS80's performance threatening to put the overhead-valve MkI in the shade, it was decided to completely re-design the latter. The result was the legendary SS100. Brough entered the 1930s with an entirely JAP-powered range and then, after a brief absence, the SS80 reappeared in 1935 as the SS80 Special, this time with an engine built by Associated Motor Cycles. Although broadly similar to that of the Matchless Model X, the 982cc sidevalve v-twin incorporated Brough's preferred 'knife-and-fork' big-end bearing arrangement instead of the side-by-side connecting rods of the Matchless. By now recast in the mould of luxury tourer or sidecar tug, the SS80 continued to use the AMC engine until production ceased in 1939.One of only 14 SS80s produced in 1924, 'RK 2439' was supplied via Allen Bennett Ltd of Croydon to Mr Frank Harvey on 31st October 1924. 'The Frank Harvey Brough' is well known in BSC circles and rightly so, for its owner famously rode his machine on a succession of long-distance adventures both in the UK and on the Continent, commencing in June 1927 with a trip from his home in Carshalton, Surrey to Inverness. Amazingly, this feat was accomplished in 20 hours, which would be a creditable time today and must have been almost unimaginable then. His route card, still in its original wallet, is on file. Frank's articles about this trip and others were published in editions of The Motor Cycle magazine. Copies of the relevant magazines (five in number) are on file together with copies of period photographs, one of which shows the SS80 fitted with Webb forks and attached to a sidecar. Franks exploits 'north of the border' inspired the BSC's 2011 Scottish Rally.Frank Harvey kept the Brough until 1952, only parting with the machine because an American friend had crashed it. An old-style continuation logbook shows that 'RK 2439' was sold to Frank Verrell of Waddon, Croydon, and it subsequently passed to Michael Braid in Hackbridge, Wallington, and then Dan Keen, who purchased the 'rough and rusty remains' from the BSC in 1972 for £25 (copy bill of sale on file). The Brough was then placed in storage, remaining untouched for over 20 years until its restoration commenced in 1996. The original engine ('16139') had long gone but fortunately the machine came with the 1928 unit (from SS80 '708') that had been fitted at some time prior to 1952 (see aforementioned logbook). Rebuilding the SS80 was entrusted to recognised marque specialists, including Dave Clarke, then president of the Brough Superior Club, and Tony Leedal. The restoration took 11 years to complete and was finished in time for the SS80 to participate in the Brough Superior Club's 50th Anniversary Rally in 2008. The current owner purchased the Brough from the Keen family in 2012. The following year 'RK 2439' took part in the VMCC's Banbury Run, winning the Brough Superior 'Bike of the Event' award. Used infrequently since then, the Brough has recently been re-commissioned by Classic Super Bikes of Fleet, Hampshire and will be presented in running order at the sale. A well known Brough with a fascinating story, 'RK 2439' comes with a V5C, substantial file of history and is worthy of the closest inspection. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1950 Vincent-HRD 499cc Series-B Meteor Registration no. KYP 211 (see text)Frame no. R/1/4930 Rear frame no. R/1/4930Engine no. F5AB/2/3030 Crankcase mating no. 62A/62A•Barn find•Rare post-war single-cylinder model•Matching frame and engine numbers•Believed single family ownership from new•Offered for restorationThe Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924). Vincent moved production from Wolverhampton to Stevenage and set about putting his motorcycle design ideas into practice, commencing with an innovative sprung frame that would remain a feature of Vincent motorcycles until production ceased in 1955. Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own 500cc single in 1934, which was later doubled up to create the legendary Series-A Rapide v-twin. Post-war this situation was reversed, with an all-new v-twin appearing first, in May 1946, followed by the single-cylinder version in 1949. The latter was offered in two forms initially – Series-B Meteor and Series-C Comet – the main differences between the two being the new Girdraulic front fork fitted to the latter, while the former retained the old Brampton girders, and the Meteor's slightly smaller carburettor. When production of Series-B models was phased out during 1950 the Meteor disappeared from the range, making it one of the rarer of post-war Vincent-HRDs. This rare, matching-numbers Vincent-HRD Meteor was delivered new to Jack Surtees' dealership in London in January 1950 and is believed to have had only one owner (the vendor's late father) from new. Showing 16,202 miles on the odometer, the Vincent was last on the road in 1958 and has been stored by the family since then (the last tax disc is still in the holder). Offered for restoration and sold strictly as viewed, the machine comes with documentation consisting of assorted correspondence and sundry bills from the 1950s, including some from the factory and Vincent specialist, George Brown.It should be noted that the registration 'KYP 211' is not recorded in the DVLA or HPI databases. Accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
Property of a deceased's estate 1950 Vincent 499cc Comet ProjectRegistration no. LKH 646 (see text)Frame no. RC/1/6430 Rear frame no. RC/1/6430Engine no. F5AB/2A/4530 Crankcase mating no. 34K/34KUnlike in pre-war days, when the first (Series-A) Vincent-HRD v-twin had been created by - in effect - combining two of the existing singles, post-WW2 Vincent's approach was reversed, with the Series-B twin appearing first, in 1946, and the single-cylinder version in 1948. The latter was offered in two forms initially: Series-B Meteor and Series-C Comet. Apart from its Burman gearbox and 'missing' cylinder, the Comet followed Series-C twin lines, featuring the newly introduced Girdraulic front fork and hydraulic dampers at front and rear, while the Meteor retained the old Brampton girders. The Meteor was soon dropped but the Comet continued in production until 1954, offering the same degree of refinement as its bigger brother, albeit with reduced performance. Even so, the Comet combined a 90mph potential with excellent fuel economy, and was the ideal touring mount for the discerning rider who placed civility of manners and quality of construction above outright performance. Presented in 'barn find' condition, this matching-numbers Vincent Comet was purchased by the late owner in 1965 and carries a tax disc that expired in 1968, which is almost certainly when it was last used. The coil ignition conversion and red paintwork are believed to be the work of a previous owner. Accompanying documentation consists of an old-style continuation logbook (issued 1956) and old insurance and MoT certificates from the 1960s. The machine is offered for restoration (the engine is seized) and sold strictly as viewed. It should be noted the registration 'LKH 646' is not listed in the HPI/DVLA database. Accordingly, prospective purchasers must satisfy themselves with regard to the status of the registration number.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1955 Sunbeam 489cc S7 De LuxeRegistration no. UMB 459Frame no. S7-7543Engine no. S8 13310Designed in wartime by Erling Poppe, the Sunbeam inline twin was introduced in 1947. A luxury tourer inspired by the pre-war BMW, it was of advanced specification with an overhead-camshaft engine, telescopic front fork, shaft drive, and plunger rear suspension, these last three features being shared with its German inspiration. The Sunbeam S7 was equipped with balloon tyres, a feature not carried over to the deliberately more conventional, and also lighter and cheaper, S8 introduced in March 1949. The front fork and 7' brake were now standard BSA components and there were numerous other changes made in the interests of rationalisation, many of which were incorporated into the S7 De Luxe that superseded the S7 later that same year. Affectionately referred to as 'Lucy', this S7 De Luxe was purchased by the current vendor circa 1974 and used for commuting to and from his place of work until 1979. The Sunbeam was last used in the late 1980s and has been kept in dry storage since then. The machine is an ideal candidate for sympathetic restoration or possible use 'as is' following re-commissioning. A quantity of spares is offered together with the machine and includes, headlamp rims, silencer, distributor, exhaust manifolds, rubbers, gaskets, paint, a maintenance and repair manual; a (distressed) copy of The Book of the Sunbeam S7 and S8; a V5C; a set of keys, various bills and technical literature from marque specialists Stewart Engineering. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1954 BSA 646cc 'Rocket Gold Star' ReplicaRegistration no. 743 XUSFrame no. CA7 1940Engine no. CA10R 9367 (see text)'743 XUS' was purchased by the vendor in 2013 (receipt on file). The vendor advises that the bike had been restored and converted to RGS trim by a previous owner; he also advises that the last owner further improved the machine by fitting a new carburettor, new fork stanchions and bushes, a Newby belt drive kit, a tachometer, and sundry other parts, as evidenced by receipts and invoices on file. A new exhaust pipe and silencer were fitted, and further work was carried out on the gearbox. After acquisition by the vendor, he covered only 86 miles, after which, health problems prevented further use, and the machine has since been kept in a vacuum bag. The fluids were drained, and the tyres kept up to pressure and rotated. Realising that he may not be able to use the machine, he wishes it to go to a new owner who can give it the use it deserves. In view of the dry storage period, 743 XUS will require modest re-commissioning and safety checks prior to returning to the road. Please note that the engine number is not a factory stamping. The enduring popularity of machines such as this, is the attraction of owning a machine which looks, and performs, just like the real thing at a fraction of the price. Documentation comprises a current V5C, some expired MoT certificates, the aforementioned purchase receipt, invoices, a workshop manual, and sundry papers.Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
1972 Norton Commando 750cc Racing Motorcycle ProjectRegistration no. not registeredFrame no. noneEngine no. 205957Alongside the stock Commando roadster, Norton Villiers offered a competition version intended for production class racing. Introduced for 1971, the Commando Production Racer was developed by works rider/engineer Peter Williams and produced in very limited numbers for little more than one season, with a list price double that of other Commandos. The first Commando to be fitted with a disc front brake as standard, the Production Racer came with a tuned engine, clip-on handlebars, rear-set footrests and distinctive yellow glassfibre fuel tank and bodywork. Genuine examples of this limited-edition rarity are highly sought after by collectors and only very infrequently offered for sale. This Commando had the Production Racer's yellow livery and a glassfibre fuel tank when acquired by the vendor, but in the absence of a frame number it has not proved possible to verify its original specification. Notable features include a Quaife four-speed gear cluster, vented rear brake, and a Norvil front disc brake (albeit on the 'wrong' fork leg). Never road registered, the Commando is possibly the ex-Dennis McMillan machine that he achieved many wins and places on. It was purchased by the vendor in 1975 and only raced a few times before being laid up. Not started since circa 1976, the machine will need full re-commissioning and is sold strictly as viewed (the engine turns over). Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingLot to be sold without reserve.For further information on this lot please visit Bonhams.com
1941 BMW 745cc R12Registration no. WXG 382Frame no. 36795Engine no. 1294•£20,000 worth of restoration work carried out•Landmark model•A fine example of BMW's legendary R12Although BMW's celebrated blue-and-white roundel led to a myth based upon its origins as an aircraft manufacturer, Bayerishe Motoren Werke is best known for its cars and motorcycles, none more famous or loved than the iconic boxer twins. Starting with the 1923 R32, evolution led to the 1935 R12 that introduced motorcyclists to the hydraulically-damped front fork. First shown on the 1933 concept BMW R7 designed by Alfred Böning, with an Art Deco aesthetic that also carried over to the R12, the forks revolutionised motorcycling. So much did they improve comfort and handling almost all other motorcycles manufactures followed suit, happy to pay BMW royalties for their patented innovation. This also allowed the R12 to have interchangeable wheels, especially useful if a sidecar was attached. With a single carburettor fitted (as per this example) the 745cc motor produced 18 horsepower at a mere 3,400rpm, driving through a four-speed gearbox.This particular R12 was purchased at our spring 2017 sale and since then the current owner has spent some £20,000 (receipts on file) to create perhaps the finest example in the UK.Much of the original work was undertaken by Nick Cronin of award winning Robin James Engineering, who substantially overhauled the rolling chassis, including rebuilt wheels and revamped brakes, as well as a complete rewire with refurbishment of the magneto-dynamo undertaken by a specialist in Germany. The engine and gearbox also benefitted from significant work.Subsequent fettling was commissioned or by taken on by Peter Ardron, well known and highly respected within the BMW airhead community. Working alongside fellow specialists in Germany, the current owner was determined to allow Peter free rein to produce a machine as perfect as an 80 year old motorcycle can be. This including having previous attempts to repair the frame rectified by a German restorer with the appropriate jig. The result is a fine collectors' standard motorcycle, but one which might also be called the ultimate riding machine. This R12 was manufactured in October 1941 and was previously registered in the Netherlands. First registered in the UK on 9th November 2015, it is offered with a fully documented and priced renovation since 2017, a BMW dating letter, previous Dutch registration documents, and a current V5C Registration Certificate. Offered with keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to biddingFor further information on this lot please visit Bonhams.com
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